Getting Around

Tunnel vision at Fullerton

Engineering in works for underpass at intersection with Elston and Damen

October 09, 2006|By Jon Hilkevitch

Commuters clamor for news about construction of a Fullerton Avenue tunnel to reduce traffic accidents, while readers are split over whether the Block 37 subway tunnel station serving deluxe airport trains will ever fly.

Q: What is the status of the long-ago proposed solution to the incredibly dangerous intersection of Fullerton, Elston and Damen Avenues? Years ago the proposal involved building an overpass similar to the one on Western Avenue over Belmont and Clybourn Avenues. The Fullerton-Elston-Damen intersection is one of the worst in terms of accidents, but no improvements have been made to deal with the confusing traffic flow.

Bonnie S., Chicago

A: With the help of some federal funding, preliminary engineering finally got under way this year on the project. Instead of building an overpass--which is more expensive to construct and maintain and also raises aesthetics issues--the plan involves digging a tunnel on Fullerton under the six-legged intersection, according to the Chicago Department of Transportation.

Through-traffic in both directions on Fullerton would enter the tunnel and never stop for red lights, reducing traffic congestion and accidents at the notorious intersection, officials said. Ramps would be built to accommodate vehicles making turns onto Elston and Damen.

The intersection ranked 14 out of the top 100 high-accident intersections in Chicago in 2004, city data shows. More than 70,000 vehicles cross the intersection each day, officials said.

The concept for the tunnel is similar to the $22 million project recently completed near the South Loop that lowered the elevated section of Clark Street under Roosevelt Road.

The Fullerton-Elston-Damen project is estimated to cost $20 million to $30 million, said CDOT spokesman Brian Steele. The city has received $5.5 million from the federal government and Chicago has earmarked $1.7 million in local tax-increment financing funds, while continuing to pursue other funding sources, Steele said.

Now, trying to get to the bottom of the point/counter point debate on airport trains:

Q: In response to the Chicago Transit Authority's plans detailed in the Tribune last week for express trains to the airports, why do we need a new "high-class" service instead of improving the current service? The plan would be absurdly expensive and skim off traffic from the regular rail service that provides revenue to the CTA.

Stan K., e-mail

Q: Isn't there a bigger picture? I imagine that many corporate leaders would want to work in a city where it would be more convenient to travel in and out of town by train. The peace of mind and productive use of time would be a very valuable asset and make Chicago an even more attractive location to work. The economic benefit to the city from additional professional jobs could far outweigh the investments needed to create the service.

John M., former Chicago resident

A: The CTA and its board must now consider both these arguments as they analyze a business plan put together by a consultant. The business model concluded that enhanced rail service from the planned Block 37 "super station" downtown to O'Hare International Airport on the Blue Line and Midway Airport on the Orange Line is viable if it were operated by a private company that invested heavily in the project.

The premium service would start with non-stop trains to the airports in 2008, costing passengers $10 each way for the trip on upgraded CTA rail cars. Express trains cutting the travel time would be introduced later if the market exists for one-way fares of up to $17, the business model proposed.

The costs for track and other improvements associated with the express train service would exceed $1.5 billion.

CTA Chairwoman Carole Brown voted with the transit agency's board in 2004 to approve spending $130 million toward building the $213.3 million Block 37 station. Brown also endorsed a $94 million contract last month to build tunnels linking the Red and Blue Line subways and connecting the lines to the Block 37 subway station at 108 N. State St.

But Brown's past enthusiasm about improving the ride on CTA trains to O'Hare and Midway seemed to flag once the consultant's business plan was handed up.

On her "Ask Carole" blog site (http://ctachair.blogspot.com) on Oct. 5, Brown said, "I have no intention of recommending that CTA buy expensive upscale railcars just to wait behind regular Blue and Orange Line trains." Brown also said she would support the service only if it produced new operating or capital funding to the CTA.

Although Brown's motivation is unclear, her stated concerns appear to be red herrings.

The business model clearly stated that the private company running the premium airport service, which is to be separate from the regular CTA trains to O'Hare and Midway, would pay more than $64 million to refurbish the rail cars. The concessionaire also would be expected to invest more money to develop the express service.

As for Brown's insistence that the new service must turn a profit, well, duh! That is the business model's foundation.

"I am still excited about the project, but we have a long way to go to see if the business plan's conclusions are ones we accept," Brown, an investment banker, told Getting Around. "I have reservations about people who think we are acting hastily. But we are getting a new downtown station that is partly being paid for by the city and a private developer.